Wagon.



J. B. BARTHOLO MEW.

WAGON.

APPLICATION FILED MAR. 31| 1910. 1,058,693. Patented Apr. 8, 1913.

3 SHEETS-SHEET 1.

@mi [messen ,j l/M J. B. BARTHOLOMBW.

WAGON.

APP'LIUATION FILED MAR. 31, 1910.

Patented Apr. 8, 1913.

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y Houwl J. B. BARTHOLO MEW.

. WAGON.

APPLIOATION FILED uuml, 1910.

, 1,058,693. I PatentedApr.8,1913.

3 SHEETS-*SHEET 3.

Wilma/wa 5141)@ 11 Foz www @63M UNITED STATES PATENT OFFICE.

JOHN Iz. BAnTIIoLonEw, or PEoRIA, ILLINOIS, ASSIGNOB 'ro VERY coMISANY, A

. CORPORATION or ILLINOIS.

' WAGON.

Specicatin o! Letters Patent.

Patented Apr. 8, 1913.

Application led March 3,1, 1910. Serial No. 552,685.

To' all 'whom 1' may concern Be it known that I, JOHN B. BARTi-Iono- New, a citizen of the United States, residing at Peoria, in the county ofleoria and State of Illinois, have invented certain new and useful Improvements `in \Vagons, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to wagons, and especially to wagons of that type whicl1,are adapted to be drawn by traction engines, either singly or in trains. A wagon embodying my invention is adapted -tocarrying crushed rock or other similar heavy materials.

The principal object of the invention is to provide a wagon of this class having iinproved means for connecting the wheels with the frame and body.

With this and other objects in view, the invention consists in the construction "and arrangement of parts which I have shown in the accompanying drawings. I desire it to be understood, however, that many changes may be made in the construction Without departingfrom the spirit of my invention.

Of the drawings-Figure 1 is a side eleva# tion, Fig. 2 is a plan View, and Fig. 3 is an end elevation.

Referring to the drawings, 1 represents the body supporting frame. This frame is, as a whole, preferably rectangular in form and is constructed of structural steel parts. At the ends of the frame'are downward eX- tending structures 6, 6 upon which the frame is supported from the wheels.

9, 9 are castings bolted to the structures 6. These castings arepartly circular in form, and are provided at their lpottoms with horizontal smooth bearing sur- 10, 10 are castings similar to the castings 9, and are provided with oppositely formed bearing surfaces adapted to engage with the bearing surfaces of theA castings 9. -King bolts 11, 11 pass vertically through suit-able apertures located centrally in the castings 9 and 10 and serve as pivots about which the castings 9 and 10 may rotate relative to each other. I

12, 12 'are the main axles and are connected to the castings 10, 10 by means of caps 12a, 12a secured by bolts 13, 13. I prethe bottoms .of-

fer to make the axles round, but any other desired shape may be used.

. The main Asupporting wheels 14, 14 are r0- ta-t-ably secured at the ends of the axles. These wheels are ,provided with broad tires which permit the use of the wagon on soft roads withoutinjury to the road, and without excessive loss of power.

15 represents the wagon body as a whole. This body is mounted within and supported by the structural steelframe work 1. u The body is preferably provided with parallel vertical side walls and with inclined end walls. The flat bottom of the wagon is made up of movable doors 19, 19 which are preferably pivoted, as shown, to swing downward and which may be controlled by suitable chains 38, 38 and suitable winding mechanisms 35, 35.

2G, 26 are braces or reaches adapted to give longitudinal support to the bottom parts of the fifth Wheels, which may be considered as comprising'the castings 9 and 10. These braces 26 are connected at their yinner ends to the Vwagon body and at their outer ends are provided with apertures through which pass the lower ends of the king bolts 11, 11. The braces are'held in place by means of suitable devices such as washers*- -and cotter pins.

27, 27 represent diagonal braces connecting the central parts of the reaches 26, 26, with the sides of the bot-tom framework of the wagon body. These braces are riveted to the straps 27a, and in this way a direct metallic. connection is made between the two axles. The straps 27a have been shown in the drawings as connected with and reinforcing the body structure, but it will be understood that if desired, separate links corresponding in function to the straps 27EL may be used for connecting the inner ends of the braces 27. It will be understood that the purpose of the connecting'system comprising the braces or reaches 26, the braces 27 and the straps '27 is to provide atension transmitting device which shall be as straight' and direct as possible.

Near the outer ends of each of the axles 12 are provided clips 28, 28, each having outer and inner eyes 29 and 30. The outer eyes 29 are adapted to have connected to them by suitable pins, links 31, 31. The forward ends of these links are connected to a traction engine, or to another Wagon, and

therefore serveas draftv links for drawing the wagon.,

The maar eyes 3o, 3o of the clips 28, 2sare adapted to be connected with locking 32, 32. These links are forked at their vreach 26 as shown inF ig. 2. When twoor more wagons are to be connected together,

the draft links 31, 31of one wagon are connected by means `of a suitable pin to the reach 2 6 of thenext wagon.

It will be noted that by means of the construction, which has been set'forth for connecting the wheels with thev body and the frame, this wagon is adapted to be drawn in either direction. The links 31, 31 may be connected at either end and the links 32, 32 may be secured in place at the end opposite to the links 31, 31. In this way it is always possible to secure whichever pair of wheels is in the rear in alinement with the direction of motion- It will be observed that the framework vof l the wagon is largely independent of the body and that the framework is adapted to take the greater part of the stresses due to the load. Even the load on the doors 19 is transmitted through the chains directly to the framework. The stresses due to the movement of the wagon are taken almost entirely bythe reaches 26, 26, the diagonal braces 27 27 and the connecting lstraps 27, 27 a at the sides of the openingin the bottom. It will therefore be seen that the body itself is free from all unnecessary stresses.

In acopending application, Serial No. 562,204, filed May 19, 1910, as a division of this applicatioml have shown and claimed those features of invention connected with the frame structure, Awith the body structure and with the eneral arrangement of the wagon.; What I claim is 1. In a wagon, the combination with a body, of two axles, two pairs of supporting wheels on the axles, connecting devices between the axles and the body constructed to permit either axle with its wheels to swing relatively to the body abouta vertical axis,

a horizontal tension connection between the them to swing' about the said vertical axes,

means for loc ng either axle against swinging about the said vertical axis,'draft devices adapted to be connected to either axle at points on opposite sides of the vertical pivotal axis whereby 'steering may be effected, and means at each end of the tension connection adapted for the attachment of the draft devices of a similar wagon.

2. In a Wagon, the combination with a wagon-body having a bottom opening, 'of two axles and two sets of wheels, a horizon tal tension device between the two sets of wheels, comprising two longitudinally central separated parallel members 27n on o posite sides of the bottom opening oft e body, two end transversely central membersl 26, diagonal connect-ing bars between the said members, connect-ions between the end members and the wheels, whereby the wheels of either set may bev moved about a vertical axis, and links for connecting either axle with the said diagonal connecting bars to hold the corresponding Wheels against move- A ment about their vertical axis, substantially as set forth.

3. In a wagon2 the combination with a wagon body having a bottom opening, of

two sets of wheels and a horizontal tensiontwo transversely central end links 26, and `diagonal connecting bars between the ends of the links 27a and the links 26, substan-I tially as .set forth.

In testimony whereof I Iailix my signature in presence of two witnesses.

' JOHN B. BARTHOLOMEW. Witnesses:

J. M. CALDWELL, W. A. Gase. 

